Transfer apparatus



1935. J. c. GH E ET AL TRANSFER APPARATUS Filed April 21, 1952 1-4 Sheets-Sheet l w 2/ B M v 6 H I 5 1 a W T. w M rE M wan z 3 5 3 x 2 a w 7 ,4 m m V L 6 a a E u 3nnentor Q/OHN Cf G/PE H P CleowL EYE c/osEP v (Ittorneg Get. 29, 1935. J c 1 r AL 2,019,182

TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-Sheet 3 mvr-imon C/OHN C; GIPE dosrmPCrowm J.'C. GIPE r AL TRANSFER APPARATUS Oct. 29, W3.

14 Sheets-She'et 5 Filed April 21, 1932 i ATTORNEY INVENTOR doHN C 6/95 t/OJEPH 96mm A Q m Oct. 29, 1935. J Q G|PE ET AL 2,019,182

TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-Sheet 6 l INVENTOR (/OHN G G/PE o UOSEPH P CPOWL Y T1 2:- El.

ATTORNEY Oct. 29, 1935. J c GlPE ET L 2,019,182

T-RANSFER APPARATUS Filed April 21, 1932 14 Sheets-Shea '7 arullllllljn 5 5 Enventor C/OHN C G/PE o/osePH P CPOYYLEY J. CJGIPE El AL 2,019,182

TRANSFER APPARU IUS Filed April 21, 1952 14 Sheets-Sheet l0 T'POL. I

I N V EN TO R (dorm (I. 61%

ATTORNEY 06. 29, was.

J. c. GIPE ET AL Miami;

TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-$heet ll g c cw/v C 6m dosEPH 1 62a) mar EIY ATT RN EY Oct. 29, 1935. J. c. GIPE E1 AL 3 TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-Sheet 12 3nventor Q/OHN C. /PE Q/OSEPH PCEorYLEY Gttomeg' 96. 29, 1935. J C E r 2,91%,1

TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-Sheet 13 T1 q- 1E 5a 56 v MM, v,

5 J20 inventor I 5/5 (JOHN CG/PE dmsEPH PCPomEv Oct. 29, 1935.

J. c. GIPE r AL TRANSFER APPARATUS Filed April 21, 1932 14 Sheets-Sheet l4 5% hhw, aw

ZSnnentor w m L n 5w m m m 6 H 3 d Patent 29, 1935' PATENT OFF] TRANSFER APPARATUS John C. Gipo and Joseph P. Crowley, Toledo, Ohio, assignors to Idbbey-Owens-Ford Glass Company, Toledo, Ohio, a corporation of Ohio Application April a1. 1932, Serial m. mess 19 Claims. (or. 104-540 The present invention appertains to the surfacing of glass sheets or other flat sheets or plates of material, and more particularly to a system wherein the grinding and polishing of the glass sheets or plates is performed in a straight-away operation, commonly termed the continuous system.

. In the continuous system for surfacing sheet glass, there are provided at least two substantially parallel tracks, one constituting a working track and the other a return track. Mounted above the working track are a series of grinding and polishing units, and suitable work cars or tables are movable along this track to carry the glass l5 1 sheets, secured upon the tops thereof, beneath and in engagement first with the grinding units and then with the polishing units to finish one side thereof. After the grinding and polishing operations have been completed, the glass sheets 1 20 are removed from the work tables and the said tables transfered to the return track along which they are moved to the starting end of the work- 1 18 track.

The principal aim and object of the invention 25 resides in the provision of improved means for handling the work cars or tables, and more especially to a novel apparatus for effecting the transfer of the work tables from the working track to the return track or vice versa. Mani- 30 festly, however, the present invention is not limited to use in connection with any particular system or to a system including any specific number of parallel tracks.

According to this invention, there is disposed at 6 each end of the main parallel tracks a transverse track carrying a transfercar also having a track thereon upon which is mounted an operating car or dinkey employed for pulling the work tables from one of the main parallel tracks onto the transfer car and for subsequently pushing them oil of the transfer car onto a second parallel track. Thus, there is provided at each end of the main parallel tracks a means for shifting the work tables upon any one of such tracks to any 45 one of the other of said tracks.

Another important object of the invention resides in the provision of novel and improved means for positioning the transfer car with respect to the several main parallel tracks, whereby to insure a proper registration between the track on the transfer 'car and the desired llel track. A further object of the invention resides in the provision of safety means which will render the operation of certain parts of the transfer.ap- 55 paratus dependent upon the proper operation and positioning of other parts thereof, whereby to provide an apparatus by which the handling? or transfer of the work tables may be accomplished in an effective and efllcient manner with safety and ease of operation.

Still further objects of the invention are the provision of safety means for preventing the operation of the transfer carposltioning means until the said transfer car has been brought to a substantially predetermined position with respect to lothe desired parallel track; to provide safety means for preventing movement of, the transfer car along the transverse track during the operation of the positioning means or while the said positioning means is disposed in operative position; to provide means for preventing the operation of the operating car or dinkey until the positioning means has first been moved into its operative position and the track on the transfer car brought into perfect alignment with the respective paral- 20 lei track; and further to provide means operable automatically, in case of power failure, for bringing the transfer car to a stop irrespective of its position upon the transverse track, and for also bringing the operating car or dinkey to a stop.

Other objects and advantages of the invention will become more apparent during the course of the following description when taken in connection with the accompanying drawings.

In the drawings forming a part of this applica tion and wherein like numerals are employed to designate like parts throughout the same,

Fig. 1 is a ditic plan view illustrating one end of a grinding and polishing system and showing the transfer apparatus provided by the present invention associated therewith.

Fig. 1A is a plan view of the forward end'of the transfer car,

Fig. 1B is a continuation of Fig. 1A, showing the rear end of the transfer car, with the operat- 40 ing car or dinkey positioned thereon,

Fig. 2 is a transverse section taken substantially on line 2-2 of Fig, 1B,

Fig. 3 is a side elevation of a portion of the transfer car,

Fig.- 4 is a detail section taken substantially on line t-Ibf Fig. 1A,

Fig. 5 is a detail section taken substantially on line H of Fig. 3,

Fig. 6 is a section taken substantially on line 6-4 of Fig. 5,

Fig. 7 is a section taken substantially on line 1-! of Fig. 3,

Fig. 8 is a section taken substantially on line 8-8 of Fig, 3,

2 w 9,01O,18Q-.

Fig. 9 is a perspective view oi. the positioning or track, the worktables are received upon a simicamming wedge for the transfer car, lar transfer car and shifted back ontothe return Fig. 10 is a detail view of the camming wedge track along which they travel to the starting end with the wear strips removed, of the working tracks. 01 course, the table trans- 5 Fig. 11 is'a plan view showing the recess or well ier apparatus can be employed in a system includ- 5 A there w ti em in pa allel? tracks Just Mi li- 1 1f! parallel Construction of transfer car construction of the transfer car togeth r with the means for driving the same. is ill 'r'ait "1A, 1B, and 2 to 6 inclusive, I will now be had thereto. Th e 1*" car includes a, substantially l .mfitanzularifrah ezcomprising the spaced parallel extending I-beams 21 and 28 which are-"connected together at the rear end of the car -bl:z hii perstmiihlgwergcrosshbeamsszllg and' 10 t hamaiiilndiiliarefalsflibbfi 2 finsgflkf f 13 m e hertatatheirglowemendsandistraiplirst nu n'y spacedipointaithtoughout theimilength ..mirth itlansferzcar nndizsupportedmpon beams II is a track including the spaced 25 mel elsrailhmhandra of. a enticalmith th iagaugeggorizthemparailel dztodapted-ztoialign therewith for m .28 was a l2- -i2oi g':'f2, q

Fig. 13 is a side elevation of the operating 0 car or dinkey,

Fig. 14 is a section taken substantiall v dii line' 14- of Fig. 13,

Fig. 15 is a plan view 01' a portion of the dinkey w 15 mea Fig. 16 is a front view of a rman ttliecou pling means,

ehytheztransfericarfi e 20 21-13fiarjldisimsideiele va onlo 1 :l'9.=;is :n-verizicahsekiti'on"taken on line l9--|9 of Fig. 18, his.

,7 is iox'theivari way ofiexamplenonly; ai'continuoussystem ior sur iacingssheetgglaskieinbbdying three be-re as sid e andnvegvheelmatithe opposite side mitotewlieelsirestssupdnaankl rolls vpluritliimo'i' pdlishing-erunners'" es which; areipositioned tii'ithe iei 9 miiflupportinle: wheel? ll 'zcompri'sesiifiii 40 Ztxzandzilare myfim ubstantiallwueshapedibrabket member 2i: premium-carried uiidnmhels whieh' rsii- "@1884, and 4) arranged WP alonmthe saidiztrach's; totth hrespectiven-be hri or-1;: said he alsqsprei'erablyscoupled. together during th trawelaaldngz in to pruvideeifisubstehtialiy contin us may smit s em dinglth" iwithinia h eroi"'"laster-oi-Paris Y ggg g g 5 w f rzgam y m ltiq -jmiithezbracketamembemtcarriedssbyi .e; share; ear Aisipneierahlxsupportedupon ten in. .lsajiiiailyeiwheelsii-heingiari anged-iat the I thtzitransverserailsdl. mheimmmt time; castings Al. and 42 which arei-lik'ewisez'mollntedi mushy" my m yqi'fwertioal rediustmentzirelativeitm.fsaiditbracket withi 'athei said tablesmo i directionmindicatedkby the arrowss At each..nd of:the niain lparaiie tracks: i and 2-2 1838 transv'erseltrhnsfr' track comprising. as shown, the five spaced'railsjj e'xtending tr paraneitrs'cnzs npuhted upon the transverseiirachisftheitransfer esignatetldm its entirety mmnwawemsuusrm her ingstheinperatingaicai'ior enerally deidgna B and b means of 'wliicli tlie wirli tableis t 4. llz eepulled ;zntoithe-itranster cir and F W l ngiq e M- s Bier? -thereirom. For instance, the empty worn-tables .fmems Passing-fluvial! u moviila'ttogthe-right along t 86 are adapted to be received upon the ugh-iwerticaliyueiongatedtope h have constifilctlbifg -itjwill shapedbracketme 'ber:-3hnaysbe? ;.re1ative;to;the;respective I beam? at tthexbearingicastings all mum;

H wheabearing-xca'stingsaj i1: and 42-1 twain-desired,

fer car is moved transversely into liehtidm withii-ieitheiiiioi ithe working tree r5 llf r 4 2|. The empty tables 24a are then =pushed' irom theizransier'scansontoitherworking trackan the glass sheetsto be surfaced have thereupomi theyaarepropelied along fthe izilsaid track beneath the grinding aridip'olishirig-: being reliitively' 'ller than the-'**wiieel "and* runners to surface one side of the glass sheets. 1 At cured thereto by a plurality of bolts 48. Formed mem -ab! meenszoi i-i'ssteningieiemehtsz lliewhichi. 1:

gmovedg-verticallyirelative mime the opposite or left hand end of the working integral with the axle 41 and positioned between {5 the wheel 36 and gear 68 in a manner to'proper space the same is an annular flange 50 through which the said bolts 49 pass. Thus, it will, be seen that upon rotationof the gear 48, the wheel as will be driven in unison therewith since they are tied together by the bolts 49. The roller bearings 45 and 46 supporting the opposite ends of the axle 4'! may be retained in position by the end plates SI and 52 secured to the bearing castings 4| and 42 respectively by screws 58. The gear 48 may Also carried upon the outer faces of the bearing castings 4| and 42 are suitable bumper members 65 which project outwardly beyond the wheel 36 and gear 48 and form an added protection therefor. In addition to the wheels 36 for supporting the transfer car A, there may also be arranged at each end of the car and at a point intermediate the opposite sides thereof; an auxiliary supporting wheel 58 (Figs. 1A and 2) carried by atruck 51 suspended from a horizontal plate 58 secured to two adjacent cross beams 3!. The auxiliary supporting wheels 58 are freely rotatable and are adapted to run along the two end rails 28 to further support the transfer car and prevent deflection thereof.

Drive for transfer car The means for driving the supporting wheels 36 for the transfer car is best shown in Figs. 13, 2, 3, and 5 and comprises the two reversible motors 59 and 60 operating through suitable reducing gearing and connections which will now be described in detail. These two motors are adapted to be connected in series and to operate synchronously, the motor 59 driving the wheels 36 at one side of the transfer car and the motor 60 driving the wheels at the other-side. Each motor is car.

. ried by a bracket 6! secured to the respective I-beam 21 or 28 and is adapted to drive, through a suitable flexible coupling 62, a shaft 63 carrying a gear 64 (Fig. 5) arranged within the casing 65, which casing is formed at the upper end of a relatively large housing 58 also secured to the respective I-beam. Mounted within this housing is a shaft 61 to which is keyed a gear 68 meshing with and driven from the gear 66. Also carried by the shaft 67 is a second gear 59 meshing with and driving a gear 70 fixed to shaft H, said shaft extending longitudinally of the transfer car and adapted to drive all of the wheels 36 at the corresponding side thereof. Thus, the shaft H pases through all of the bearing castings 4! and 42 (Fig. 4) and carries a plurality of gears 12, one being provided for and meshing with the gear 48 on the corresponding wheel axle 4? so that upon operation of the driving motor as or 80, the corresponding shaft ii will be driven to eflect the rotation of all of the wheels 3% at one side of the transfer car. The shafts ii are preferably formed of a plurality of relatively short sections connected together end to end by suitable sleeve clamps 73. It is to be remembered that the two motors 5t and 6b are connected in series an operate synchronously.

As illustrated in Fig. 4, the shaft H is mounte within the bearing castings di and 62 and rotatablysupported by the roller bearings 14 and I5 maintained in position byend plates 16 and 11 secured to the bearing castings by screws 11'. As best shown in Figs. 5 and 6, the gear housing 66 is preferably formed of two separate sections secured together by bolts 7d. The shaft H is 5 rotatabiy supported within housing 3% by the con.

be protected by means of a cover 54 (Fig. 3).

ical roller bearings 79 and It held in place by the retaining sleeves 8i and 82 respectively threaded upon said shaft. The gear 10 is fixed to shaft H by means of a plurality of bolts 88 which pass transversely through the gear l0 and also through an annular flange formed integral with the said shaft. i

Transfer car It will be noted upon reference particularly tov ative position or out of engagement with shaft 63 go to permit rotation thereof. However when the electric. current is discontinued, the brake will be automaticallyactuated to engage the shaft and thus prevent rotation thereof. when the shafts 83 are stopped, rotation of the shaft H will like- 25. wise be prevented which will thereby stop the movement of the transfer. car. The brakes are interposed within the power line which supplies power to the motors 69 and 60 so that upon a failure of the power, the brakes will be automatiso cally applied to bring the transfer car to a stop. However, the brakes are not connected in series with the motors but operate independently there-' of. That is, they are always maintained inoperative except upon power failure. and then they are automatically applied. In other words, the brakes are not adapted to operate in synchronism with the motors and the motors may be turned off or on without affecting the actuation of the brakes. Positioning means for transfer car tioned at one side of the transfer car adjacent the forward and rear ends thereof, and which are adapted to be received within recesses or wells 88 (Fig. 1) formed in the floor of the factory or building in which the grinding and polishing sys-f tem is located. During the lining up of the transfer car with the desired parallel track, the wedge members 88 and B'lmove into the recesses 88 in a manner to be more fully hereinafter described, whereas during the travel of the transfer car along the transverse track, the said wedge mem-- bars are removed from the'recessea' More specifically, each'wedge; member and 81 comprises a disc 89 which is cut away;to provide a straight or flat edge face It. The disc 89 is also cut away around a portion of its periphery to provide a flange N to which is secured a sector gear 92 by means of bolts 88, said sector-gear being formed with teeth as The portion of the disc substantially opposite the gear is flared outwardly or radially as at 95, with the degree of flare gradually diminishing toward the flat edge face 90 of the disc. As a rwult of the flaring of the disc in this manner, there is provided the peripheral surface 96 which tapers toward'the fiat edge face 90. Formed integral with the tapered surface 96 intermediate the opposite side edges thereof is an upstanding flange 91. Positioned at opposite sides of the flange 91 are auxiliary plates 98 and 99 secured thereto by the fastening means 90' (Fig. 7), while positioned at opposite sides of the auxiliary plates are the wear plates I00 and NH secured to said auxiliary plates by the fastening elements I02. The auxiliary plates are prefer ably provided with lugs or bosses I03 which are received within corresponding recesses or notches I04 in the wear plates I00 and MI to effect proper positioning of the latter. The wear plates I00 and I M taper toward the lower or narrower end of the supporting surface 96 and are further provided with the bevelled edge faces I05 and I06. The wear plates are further provided adjacent their upper ends with the bevelled faces I0! and I00 which are straight and substantially parallel with one another.

The disc 89 is mounted upon a shaft I09 rotat ably supported at its opposite ends by the roller bearings H0 and III. The roller bearings IIO are mounted within a bearing housing I I2 secured to the I-beam 28, while the roller bearings II I are carried in a housing II 3 formed as a part of the framework II4 also carried by the I-beam 28.

The operation of the camming wedges 86 and 01 is effected by the two reversible motors I I5 and H6 respectively, these two motors being preferably connected in series with one another so that the two wedge members move synchronously into and out of operative position. Inasmuch as the actuating means for both wedges is exactly the same, a. description of only one will be given. Thus, each motor H5 and H6 drives. through a suitable flexible coupling III,.a shaft 0 journaled within a housing II9 supported upon the framework II4 carried by the I-beam 28, which framework also supports the motors H5 and IIS. Keyed to the shaft II8 within housing H3 is a worm I20 meshing with a worm gear I2I carried by a shaft I22. This shaft I22 is also mounted within housing II9 but extends at substantially right angles with respect to shaft I I8. Moreover, the shaft I22 also projects at one end beyond housing II! as at I22a, and has fixed thereupon a gear I23 meshing with the sector gear 92 of the respective camming wedge member 86 or 31. The projecting portion I22a of shaft I22 is supported at its outer end by the roller bearings I24.

Secured to the gear I23 (Fig. 7)- is a sprocket I25, about which is trained a sprocket cha n I26 (Fig 3), said chain being also trained about a sprocket I 21 mounted upon a shaft I28 supported within the side walls of a housing I29 carried by the supporting framework I 84. Keyed to the shaft I28 within housing I29 is a timing cam I30, the purpose and operat on of which will be more fully hereinafter explained. Associated with each motor H5 and H6 is a magnetic' brake designated in its entirety by the numeral I 3|, said brake being connected in series with its respective motor so that when the power is on and the motor operat'ng, the brake is released, whereas when the power is shut off to stop the motor, the brake isautomatically applied. For instance, during the operation of the motors H5 and H6 to cause the wedge members 86 and 81 to be moved intoor out of operative position, the brakes are released or, in other words, maintained in an inoperative position, whereas when the power to the motors is discontinued or shut off, the brakes will be automatically set to prevent further movement of the wedge members.

Referring now particularly to Figs. 1, 3, 7, 8, and 11, the numeral I32 designates the concrete 5 flooring of the factory or building in which the grinding and polishing system is located. Formed in the flooring and substantially in line with each parallel track 20, 2|, and 22 is a pair of aligned recesses or wells 38 (Fig. 1) withinlO which the camming wedges 36 and 81 are adapted to be received in a manner to bring the rails 32 and 33 on the transfer car into perfect alignment with the rails of the respective parallel track. Within each re- 15 cess 83 is arranged a rectangular metallic supporting member I33 secured in place by fastening elements I 34 and being also provided in the upper surface thereof with a substantially rectangular depression I35. Disposed within the 20 depression I35 are the spaced substantially parallel, elongated plates I36 and I31, each being secured to the supporting member I33 by a plurality of screws I30 which pass through trans verse slots I39 in the said plates whereby the 25 plates may be moved toward or away from one another, as desired, this adjustment being facilitated by the provision of the set screws I40. In other words, when it is desired to adjust the. plates I36 and I3! toward or away from one an- 30 other; it is simply necessary to first loosen the fastening elements I38 and then rotate the set screws I40 in the proper directions.

The inner adjacent corners of the plates I36 and I31 are notched as at I 4|, and fitted within 35 these notches are the wear strips I42 and I43, the inner adjacent faces of which are bevelled as at M4 and I45 to correspond to the bevelled edge faces of the wear plates I00 and IOI carried by the wedges. The wear strips I42 and 40 H3 are shaped so that the recess defined thereby is substantially V-shaped in plan as best 11- lustrated in Fig. 11. More specifically, the recess is formed with a relatively wide forward or wedge receiving end gradually decreasing in width toward a narrower, rectangular-shaped portion wherein the wedge is finally positioned. In other words, the adjacent faces of the wear strEps converge from points a to b, whereas from b to c they are substantially parallel with one 59 another. Due to the provision of a recess which is substantially V-shaped, the receiving and positioning of the wedge therein is greatly facilitated..- Thus, when the shaft I09 is rotated in a clockwise d rection to lower the wedge, the small- 55 erend of the wedge will first be received within the wider end of the recess, and upon continued rotation of the wedge, it will gradually move into the narrower end. The width of the recess from points b to c is substantially equal to the width of the wedge between the bevelled faces I01 and I08 so that it snugly fits therein.

. General-operation of transfer car and indexing means 5 The general operation of the transfer car as thus far described, together with the camming.

operation to rotate the shafts I09 and likewise the wedges 88 and 81 in a counter-clockwise direction to move them out of their respective recesses 88. The operator then places the transfer car motors 59 and 50 in operation to move the transfer car along the rails 25 to a position opposite the working track 20.

When the transfer car is in substantial alignment with the working track, the movement 10 thereof is stopped, and the wedge motors operated to move the wedges in a clockwise direction into their respective recesses 88- and, in so doing, the rails 32 and 38 on the transfer car will be brought into perfect alignment with the rails of the working track 20. The operating car or dinkey B is then placed in operation to push the tables from the transfer car onto the working track, after which the dinkey. is returned to the transfer car. the wedges lifted out of the recesses, and the transfer car moved back into alignment with the return track, whereupon the operation is repeated and the next two tables transferred to the working track 2|. Although both of the shafts I08 and consequently the wedges 85 and 81 have been described as turning in the same direction at the same time, if desired, the construction may be such that the wedges are moved into their respective recesses 88 by turning one of the shafts IS with the wedge 3 85 in a counter-clockwise direction, and the other shaft with the wedge 81 in a clockwise direction. They are then moved out of the recesses by reversin the movement of the shafts I09.

According to the present invention, means is provided to prevent operation of the wedge members until the transfer car has been brought into substantial registry with the desired track or, in other words, until it has been stopped within a specified number of inches of the final location where the wedges are disposed above the respective recesses. This is accomplished by the provision of a switch I (Fig. 1'7) carried bythe cross beam 3i at the forward end of the transfer car, said switch including a movable arm I41 45 carrying a roller I48 at its outer end. This switch I45 is connected in series with the wedge operating motors H5 and H5 through the timing discs I30 so that the said motors cannot be placed in operation until this switch is closed. The switch is adapted to be closed by a cam plate I49 carried by one of the rails of each parallel track. When the transfer car has been brought by the operator into substantial alignment'with the parallel track, the roller I48 riding up on cam plate I49 will close switch I45 so as to permit the operation of the wedge motors. In other words, when the transfer car has been brought to a position where the switch I45 is closed, the operator knows that the wedges are located above the corresponding recesses and can be moved into operative position to cause the perfect lining up of the rails on the transfer car with the rails of the parallel track.

In order to provide for the actuation of the transfer car motors 5S and 50 and the wedge motors H4 and H5, there are employed dual sets of controls C and D, the set of controls 0 being positioned adjacent the forward end of the transfer car as shown in Fig. 1.4., while the set of controls D is positioned adjacent the rear end there- 1 of as shown in Fig. 1B. As illustrated in Figs. 2 and 3, each set of controls includes a control I50 for the transfer car motor and iii for the wedge motors, these controls being mounted upon a standard I52 within convenient reach of the op-- erator. The controls I55 of the two sets 0 and D are connected .in series with one another and with the transfer car motors 59 and 50 so that the two motors can be operated from either control. Likewise, the controls I 5I of .the two sets are connected in series with one another and with :5

the two wedge motors H5 and [I5 so that the actuation of either control will place the two motors in operation. The two sets of controls C and D are provided in different locations upon the transfer car in order that convenient control 10 .of the transfercar and wedges can be secured T when the dinkey B is in either of two positions.

It will, of course, be understood that the handles of the controls are operated by the operator from the dinkey. For instance, when the transfer car is carrying two work tables as in Fig. 1, the dinkey is at the rear end of the transfer car and the operator will use the controls D. On the other hand, however, after the tables have been pushed from the transfer car, the dinkey need not be 20 returned to the rear end of the transfer car but can be stopped at the forward end thereof, whereupon the operator will use the controls D.

drive therefor The operating car or dinkey B for moving the work tables from the main parallel tracks onto the transfer car and vice verse is best illustrated in Figs. 13, 13, and 14 and comprises a substan- 30 tially rectangular horizontal casting E55 constituting the body portion thereof. Carried by the underside of the casting at opposite sides thereof and adjacent each end are the opposed supporting members I54 and I55 within which are re- 35 ceived the opposite ends of the axles I55. The upper portion or half I58 of each supporting member I54 and I55 is formed integral with the casting I53, while the lower portion or half I 55 is separate, being removably secured to the up- 40 per portion by fastening elements I50. This construction is desirable since it permits of the ready removal of the axles and the parts carried thereby. The axles I55 are mounted for slidable but non-rotatable movement due to the provision of 45 the keys I51 carried by the supporting members I 54 and I55.

. Each axle I55 is also provided at each end with a reduced threaded extension I5I upon which is threaded a nut I52 bearing against a plat-e I53, so that, upon proper adjustment of the nuts I52 at opposite ends of the axle, the said axle may be moved or adjusted longitudinally. Mounted upon each axle I55 is an axle housing I64, said housing being rotatably supported at 55 its opposite ends by roller bearings I85, and carrying wheels I55 and I51 which are adapted to roll along upon the rails 32 and 33 of the transfer car A. From the above, it will be readily apparent that the axle housing I54 and wheels I55 and I51 rotate as a unit independently of and relative to the axle 555 which, as has been pointed out, is held against rotation. The axle housing is preferably of somewhat greater diameter at its center than at its ends, and carried by the said housing at a point intermediate its ends is a gear I58. A thrust bearing I 54' may be provided at each end of the axle housing I54 to take care of the endwise thrust.

The means for driving the dinkey includes the two reversible motors I59 and I10, said motors being mounted upon the casting I53, and one being provided for and associated with each pair of wheels I55 and 151. These two motors are connected in series with one another so that they 15' operate in synchronism at all times. Inasmuch as the drive for each set of wheels is the same,

a description of only one will be given. Thus, each motor drives, through a flexible coupling "I, a horizontal shaft I12, said shaft extending through a gear case I13 and having fixed thereto a gear I14, said gear meshing with and driving a gear I15 keyed to a shaft I15 rotatably supported at its opposite ends by the roller bearings 10 I11 and I18, (Fig. 14). Also keyed to the shaft I16 is a second gear I19 meshing with and driving a. relatively larger gear I80 which in turn meshes with and drives the gear I98 carried by the respective axle housing I54. The gear I30 is fixed upon a shaft |8I supported at its opposite ends by roller bearings Il82 and 183. Thus, it will be evident that upon operation of the motors I99 and I10, the axle housings I84 will be rotated upon axles I58 to effect simultaneous 20 rotation of the supporting wheels I" and I8 at the front and rear of the dinkey. The dinkey may also be supported, if desired, by the relatively smaller auxiliary or pony wheels I84 carried by the casting Ii53, one being posi- 2 tioned relatively close to and preferably inwardly of each main supporting wheel. These pony wheels are idler wheels and are provided primarily to support the dinkey when the main supporting wheels close the gap between the rails 32 and 33 on the transfer carand the rails of the parallel tracks.

Each motor shaft I12 projects beyond its respective housing I13, as indicated at 112a. (Fig; 1B), and associated with the projecting end 3 thereof is a magnetic brake I85. This brake may also be of any conventional or preferred construction but is preferably of the magnetic type which is operated by the passage of an electric current therethrough. In other words, when the current is passing through the brake, the said brake is released, thereby permitting rotation of shaft I12 while, on the other hand, when the power is discontinued, the brake is automatically set in a manner to grip shaft I12 and prevent rotation thereof. This brake includes generally a brake'drum I89 mounted upon the projecting end I12a of shaft I12, and positioned opposite the brake drum are the two brake shoes Q81 and I88, said brake shoes being operated through suitable linkage means from the electro-magnet I89. Inasmuch as the particular construction of the brake per se constitutes no part of the present invention, the brake has not been illustrated in detail nor will it be specifically demribed.

, As pointed out above, the two motors 169 and I10 are connected in series with one another and are adapted to be operated from a single master controller I90 which is mounted upon the upright I9I within easy reach of the operator who,

during operation of the dinkey, is adapted to occupy the operator's seat indicated at I92.

, The electric current is preferably supplied to the dinkey motors I89 and I10 through what is commonly known as a third-rail arrangement such as 'is'illustrated in Figs. 1, 1B, 2, 13, and

14. Carried at the rear end of the'dinkey and at opposite sides thereof are the brackets I93 and I94 to each of which is secured a plate I95 of wood or some other insulating material. Se-

7 cured'to this plate I95 isa metallic base plate I96 having pivotally connected thereto as at I91 a horizontal contact'or rail shoe I98. A portion of this contactor shoe I981 is received within a box I99 and positioned within this box beneath 1 the shoe is a spring 203 which operates to normally urge .the shoe I98 upwardly. The contactor shoes I98 at opposite sides of the dinkey are adapted to contact with the undersurfaces of the connector rails 202 and 203, being maintained in contact therewith by the spring 200; '5

Set screws 20I are provided to adjust the springs so as to control the pressure thereof against the rails 202 and 203. These rails extend throughout the entire length of the transfer car and are carried by a plurality of insulators 204 which 10 are in turn carried by strips 205 of wood or some other insulating material secured by the brackets 209 (Fig. 2) to the transfer car. The electric current is adapted to pass to the dinkey motors I39 and H0 through one of the connector rails 15 202 or 203 and to then pass therefrom through the other connector rail. Arranged along opposite sides of each parallel track are similar connector rails 201 and 208 through which the dinkey motors derive their power when the 20' dinkey is moved completely off of the transfer car.

Coupling means The means for coupling the dinkey B to the and adapted to pass beneath and engage the front end of the adjacent work table as shown in Fig. 13. Upon reference particularly to Figs. 13, 15, and.l6, it will be seen that these two hooks 209 and 2I0 are fixed at their innerv ends upon a rocker shaft 2 extending transversely 5 of. the dinkey at the forward end thereof and being supported at each end in a bearing 2I2 carried by a bracket 2I3 secured to casting I53. The shaft 2 is mounted for rocking movement, and to effect such movement there is supported upon the dinkey at one side thereof and adjacent its forward end, a substantially U-. shaped bracket 214 comprising a base 2I3 secured to the dinkey by bolts H8 and the spaced upstanding side portions 2| 1 and 2I3. Positionedbetween and pivotally connected as at 219 to the two upstanding side portions is a bell crank lever comprising the spaced substantially vertical arms 220 and a forwardly directed ear 22I to which is pivoted as at 222 the upper end 50 of a vertical rod 223, said rod being pivotally connected at its lower end to a curved foot 224 having formed at its outer end a bearing portion 225 receiving the adjacent end of the rocker w shaft 22I therein and being secured thereto by 55 a set screw 229.

.Pivotally connected to the vertical arms 220 of the bell crank lever as at 221 is a horizontal operating rod 228, said rod passing through a stationary bracket 229 also secured to the dinkey 50 and being pivotally connected as at 230 to an oiiset lug 23I carried by the foot pedal 232, said foot pedal being pivotally associated with the bracket 229 as at 233. Encircling the rod 228 is a compression spring 234 hearing at one end 65 against the bracket 229 and at its opposite end against a nut 235 fixedly carried by the said rod. This spring, therefore, acts to normally urge the rod 228 forwardly and the vertical rod 223 downwardly. Upon downward movement of rod 223, the rocker shaft 2 will be rotated in a counter-clockwise direction to move the hooks 209 and 2I0 upwardly into table engaging position. When it is desired to lower the hooks out of engagement with the table, it is simply neces- 

